Automatic railroad-switch.



J. eYb'Rl.

AUTOMATIC RAILROAD SWITCH.

APPLICATION FILED NOV. 20. 1918.

1,297,837. Patented Mar. 18,1919.

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AUTOMATIC RAILROAD SWITCH.

APPLICATION FILED NOV=20 1918.

Patented Mar. 18,1919.

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J'AJN'OS event, or REED, PENNSYLVANIA.

AUTOMATIC nAILnoAn-swITcH.

Specification of Letters Patent.

Patented Mar. 18, 1919.

Application filed November 20, 1918. Serial No. 263,341.

' in the peculiar and advantageous switch hereinafter described and definitely claimed.

In the accompanying drawings which are hereby made a part hereof:

Figure 1 is a plan view of my novel switch with the switch points set for a clear main track;

Fig. 2 is a similar view with the switch. points set to put a train moving toward the left upon the siding; f f

Fig. 3 is a transverse section taken on 'the plane indicated by the line 3-3 of Fig. 1;

Fig. 4: is a transverse section taken on the plane indicated on the line H of Fig. 2;

Fig. 5 is a longitudinal detail section taken on a plane at one side of the train actuated lever;

Fig. 6 is a side elevation of the hand lever.

Similar numerals of reference indicate corresponding parts in all of the views of the drawings. 7

One of the main track rails 1 is continuous, and the other main track rail includes a terminal portion 2 and a terminal portion :3 separated at 4 by an intervening space, provided for the passage of Wheel flanges. Properly arranged relative to the said space 4 are rail sections 5 and 6; the said rail sections 5 and 6 being preferably arranged as shown to form part of a siding. The complementary rail 7 of the siding is preferably arranged as shown relative to the main track rail portion 3.

Abutting at its heel against the end of the rail portion 5 is a switch point 8, and abutting at its heel against the end of the rail portion 3 is a switch point 9; the heels of the said switch points being linked or otherwise suitably connected in a pivotal manner to the rail portions 5 and 8, respectively, in order to enable the points to swing in a horizontal plane. The points 8 and 9 are connected together through the medium of a transverse bar 10 and are therefore adapted to move to gether oras a unit. The said bar 10 is recessed at 11 to receive and play below the rail 7 and at a point outwardly beyond the rail 7 the bar 10 is pivotally connected to a lever 12. This lever 12 extends below the bar 10 and has a lower'arm 13 which is removably arranged in a socket 14 provided in the bed I of the railway. A retractile spring 15 is arranged below the bar 10, and is connected at its inner end to the under side of the said bar 10'while its outer end is suitably fixed to the side of an adjacent sleeper 16 with the result that the said spring tends to draw the bar 10 toward the left in Fig. 3 and thereby yieldingly holds the point 9 against the rail 7and the point 8 away from the rail 1.

For the purpose of detachably fastening the points 8 and 9 in the positions last stated I provide the pivoted and vertically swinging retaining member 16, the outer arm of which is adapted to bear against the under side of thepoint8 and is shouldered at 8 to engage a projectionjB on the point 8, said outer arm of the retaining member 16 being pressed upwardly by a spring 8. In conjunction with the said retaining member 16 I provide the longitudinally disposed vertically swinging train actuated lever 17 The said lever 17 is fulcrumed at a point intermediate of its length and has its forward end disposed under the inner arm of the retaining member 16, Figs. .4 and 5 while its rear arm is backed by a spring 18 and is shaped as shown or in any other approved manner for the engagement of a tappet 19 designed to be carried by a car or the locomotive of a train, the object being to enable the tappet to engage and depress-and pass the said lever head or portion.

The switch is set for the siding, Fig. 2, by the manipulation of the lever 12. The point 8 being forced against rail 1, and the point 9 away from the rail 7, in which positions the points will be locked by the retaining member 16 as shown in Fig. 4. Then when a train has passed from the main track on the siding, the tappet 19 on the rear portion of the train will act against the lever 17 and disengage the retaining member 16 from the point 8, whereupon the points 8 and 9 will be moved to the positions shown in Fig. 1 by the spring 15, Fig. 3, so as to leave a clear main track and preclude the possibility of a following train accidentally passing into the siding. Notwithstanding the practical adva itage of my novel switch as herein before set forth, it will be manifest that the switch is simple and inexpensive in construction, is capable of being readily installed, and is well adapted to withstand the rough usage to which railway switches are ordinarily sul jected as well as exposure to the weather.

The construction herein shown and described constitutes the best practical embodiment of my invention. that l have as yet devised, but it is understood that in the future practice of the invention various changes in the form and relation of the parts may be made within the scope of my invention as defined by my appended claims.

Having described the invention what is claimed is 1. The combination in a switch installation, of swinging switch points, a transversely movable bar connected and movable with said points, a spring for moving the said bar endwise in one direction, manual means for moving the bar, a vertically swinging retainer adapted to engage and hold one 0]": the points, and avertically movable lever adapted to be engaged by a tappet on a car and having one of its arms disposed under the retainer to move said retainer when the lever is moved.

In a switch installation, the combination of a main track, a siding, switch points, a transverse bar connected with said switch points andadapted to move under one of the rails of the siding, a retractile spring for movingsaid bar in one direction, manually operated means connected with the transverse bar, a vertically swinging retainer hav ing an outer arm adapted to engage one switch point, and a' longitudinal, vertically swinging lever having one arm positioned to move the retainer and its other arm constructed and arranged to be engaged and depressed by a tappet on a car.

3. T he combination in a railway installation, of a sleeper, swinging switch points, a retainer pivoted at an intermediate point of its length on the sleeper and having its outer arm adapted to engage one of the points, a longitudinal vertically swinging lever having one or its arms arranged to engage the retainer and its other arm constructed and arranged to be engaged by a tappet on a car, a transverse endwise movable bar connected with the points, a retractile spring for moving said bar in one direction, and a hand lever pivotally connected to the bar and terminating at its lower end in a portion loosely socketed in the bed of the railway.

In testimony whereof I aflix my signature.

JANOS' GYGRI.

Gopies 01" this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

